Safety attachment for air-brake systems.



"No. 871,717. PATENT-ED 110v. 19, 1907.

' 0. B. LYTER.

SAFETY ATTACHMENT FOR AIR BRAKE SYS'I'BMSJ.

' APPLICATION FILED AUG.17, 1907.

WIT/V55 [NVENTOR 7 By 771. a. flaw/ CHARLES E. LYTER, OF HARRISBURG, PENNSYLVANIA SAFETY ATTACHMENT FOR AIR-BRAKE SYSTEMS.

Specification of Letters Patent.

Patented Nov. 19, 1907.

Application filed August 17, 1907- Serial No. 389066.

To all whom it may concern:

Be it .known that I, CHARLES E. LYTER, a citizen of the United States, residing at Harrisburg, in the ,countyof Dauphin and State of Pennsylvania, have invented a certain new and useful Im rovement in Safety Attachments for Airrake Systems, of which the following is a specification.

This invention relates to safety devices for air'brake systems, and it has for its object to provide a simple, durable, and inexpensive device adapted for attachment to or insertion in the. train line pipe of the system in order to prevent accidents which might arise from the bursting of the hose pipe connection of the line'pipes between the ears of the train, and it consists in the parts and combinations of parts hereinafter described and claimed. j

In the accompanying drawings, forming a part of this specification, Figure 1 is a side elevation of my improved device partly broken away to show the interior. Fig. 2 is a longitudinal vertical section through the same. Fig. 3 is a detail perspective view of the perforated plug.

Similar letters refer to similar parts throughout the several views.

' Referring to the drawings A represents a short length of pipe having a branch B and forming a tee coupling. At one end the pipe A is interiorly threaded, as at a, to receive the coupling nipple C which is shouldered, as at b, to provide for the application of a wrench. The nipple C is exteriorly threaded to adapt it to screw into the pipe A and its end is eveled, as at c, to form a valve seat,

and it is alsointeriorly threaded, as at d, to

receive the threaded end of the line pipe G. The op osite end of the pipe A may also be interior y threaded, as at c, Fig. 2-, to receive the exteriorly threaded end of a double threaded shouldered nipple D; or the said end may be formed in one piece with the shoulder E and the exteriorly threaded extension F to which the line pipe G may be connectedv or coupled by a sleeve H as shown in Fig. 1.

If he pi 'e A is made in one piece to receive the s eeve, as described, a valve seat f will be formed therein as shown in Fig. 1,

and, if not, and the nipple D is employed the end of the latter will be beveled, as at g, to form the valve seat as shown in Fig. 2'.

The lateral branch B is interiorly threaded to reccive the threaded )lug L, the end of which is beveled, as at to form a valve seat for the ball valve M which normally rests thereon. The plug L is perforated lengthwise, as at 'Z, in order to provide for the slow escape of the air in the event of the bursting of the hose. The plug is alsoformed with a s uare or hexagonal extension m to enable t e a plication of a wrench or spanner to adjust t e same in the branch.

'One of the devices is applied at each end of each car composing the train. With the ball in the position shown in full lines in Fig. 2, that is to say resting on the seat of the plug L, and with the train line pipes and .couplin hose under air pressure, the air pressure hold the ball down on its seat on said plu but if either the hose or train line pipe shou d burst the sudden and,foreible escape of the air will lift the ball from its plug seat and force it against the seat 0 or 9, according to the direction in which the. air is escaping or flowing and there hold it while the air is slowly esea ing through the aperture 11 in the plu L. T e slow escape of the air through sai aperture gradually ap lies the brakes to the cars in rear of the brea in the hose or in the train line pipe and thus prevents the sudden and violent application of the brakes to the train. In the meantime the en 'neer is able to control the movement of t e front end of the train. When the air pressure becomes reduced by reason of the esea e of the air through the lug aperture the all will drop down onto t e lug seat.

It will be observe that the lug L may be adjusted in the branch B to di erent heights in order to place the ball valve in the proper position to act according to the air pressure. Having thus described my invention what I claim as new and desire to secure by Letters Patent is:

1. An air brake safety attachment com-; rising a pipe adapted for connecting a train ine ipe and having a laterally extending tubulhr branch, an adjustable plug fitting in said branch and formed with an aperture therethrough, and a ball valve adapted to i and permit aretarded flow of air through the 10 close said aperture. plug.

2. An air brake safety attachment 0on1- In testimony whereof, I affix my signature,

prising a pipe adapted for connecting a train in the presence of two Witnesses.

line pipe and having a tubular branch, an ad CHARLES E LYTER justable plug for said branch formed with an aperture therethrough, and a ball normally Witnesses: resting on said plug and adapted to out off CHARLES LOWELL 'HOWARD, the flow of air through the train line pipe,

M. A. SMITH. 

